Hydrocarbon-motor.



UNITED STATES PATENT OFFICE.

JESSE G. VINCENT, OF DETROIT, MICHIGAN, ASSIGNOR T0 PACKARD MOTOR CAR COMPANY, OF DETROIT, MICHIGAN, A CORPORATION OF MICHIGAN.

HYDROCARBON-MOTOR.

Application led October 10, 1913.

To all whom t may concern.'

Be it known that I, JEssE G. VINCENT, a citizen of the United States, and resident of- Detroit, Wayne county, State of Michigan, have invented certain new anduseful Improvements in Hydrocarbon-Motors, of which the following is a specification.

This invention relates to hydrocarbon motors and particularly to such motors in combination with an auxiliary or starting motor and a pump for supplying pressure to the fuel tank or for other purposes.

One of the objects of the present invention is to provide a hydrocarbon motor with an air pump for supplying pressure to the fuel tank of the motor, and with an auxiliary motor for operating he air pump independently of the hydrocarbon motor.

Another object of the invention is to provide a hydrocarbon motor having an air pump and a starting motor with connections from the starting motor for operating the air pump independently of the hydrocarbon motor.

Another object of the invention is to provide a hydrocarbon motor, a starting motor and an air pump, with means for connecting the several elements in the manner described more in detail hereinafter.

Other objects of the invention will appear from the following description taken in connection with the drawings which form a part hereof, and in which- Figure 1 is a view of the forward part of a motor vehicle with a hydrocarbon motor mounted therein and made according to this invention, certain parts being'cut away for clearness;

Fig. 2 is an enlarged detail View of one of the shifting mechanisms and showing the parts in a posltion different from that shown in Fig. 1; v

Fig. 3 is a transverse sectional view substantially on the line 3-3 of Fig. 2, and' Fig. 4 is an enlarged sectional view of the air pump shown in Figs.. 1 and 2 together with the valve shaft that operates the pump, the section being substantially on the line 4 4 of Fig. 2.

Referring to the drawings, 10 represents one of the side members of the vehicle frame and 11 is the body mounted thereon. The hydrocarbon motor 12 is shown as mounted upon the frame and the intake header and carbureter are shown respectively at 13 and 14. The fuel or gasolene tank 15 is shown Specification of Letters Patent.

Patented Feb. 26, 1918.

serial No. 794,511.

as mounted at the rear of the motor vehicle and as connected to the carbureter 14 by a pipe 16. As is usual in motor vehicle construction, the tank 15 is mounted lower than the carbureter 14 so that it is necessary to feed the fuel under pressure. This is ac complished by a pipe line 17 running directly to the tank 15 from a pump 18 shown as suitably mounted upon the motor 12. In the normal operation of the motor 12, the pump 18 is adapted to be driven thereby through the cam shaft 19 which it will be understood is driven from the motor crank shaft through suitable gearing. This cam shaft is adapted to be rotated in the direction indicated by the arrow 20. The pump 18 is shown in enlarged section in Fig. 4 and it has an intake groove 21 formed in the side wall of its cylinder and an outlet 22 controlled by a spring pressed valve 23 and connected through a suitable passage 24 with the pipe 17. A spring pressed relief valve 25 permits the air in the pipe line to escape when it reaches a certain predetermined pressure, usually about 2 lbs. The pump piston 26 is'operated by a connecting rod 27 and an eccentric or cam 28 on the cam shaft y19. It will be seen that the eccentric 28 is sleeved on the cam shaft 19 and is connected to it by means of a roller clutch 29, so that the cam shaft 19 will drive the eccentric 28 in one direction only. This permits the eccentric to over-run the cam shaft for a purpose hereinafter described. The eccentric 28 is also adapted to slide longitudinally of the cam shaft 19 and it is further formed with a sleeve 30 which exi tends through a transverse wall 31 of the crank case of the motor. This wall forms an indentation or pocket 32 in the side of the motor crank case and the cam shaft 19 passes through this pocket as shown par-y ticularly in Figs. 2 and 3.

Mounted for free rotation upon the cam shaft 19 within the pocketl 32 is a gear 33 having formed upon one side thereof clutching aws 34 which are adapted to coperate with similar clutching jaws 35 on the sleeve 30. The gear 33 is adapted to be driven by an auxiliary motor 36 mounted upc i the crank case of the motor 12, the driving connection being shown in the form of a chain 37 passing over the gear 33 and a gear 38 on themotor shaft.

The auxiliary motor 36 is also adapted to be placed in driving connection with the iy wheel 39 on the crank shaft of the motor 12 through a gear 40 on the shaft of the motor 36 and a pair of gears 41 which are adapted to slide into engagement respectively with the gear 40 and the teeth 42 on the fly wheel 39. The sliding gears 41 are yieldingly maintained out of mesh by means of a spring 43 and they are adapted to be pushed into mesh by means of a bell crank lever 44 and an operating rod 45 the upper end 46 of which is shown as mounted on the steering column 47 adjacent the operators seat 48. The rod therefore, is entirely under the control of the operator and by pressing it forwardly the gears 41 are made to mesh with the gears 40 and 42 respectively, thus forming a driving connection through reduction gearing between the motor 36 and the hydrocarbon motor 12.

The auxiliary motor 36 may be of any suitable self-starting type and it is shown in the form of an electric motor operated by means of a battery 49 one side of which is grounded at 50 andthe other side of which is connected through a conductor 51 with one of the terminals 52 of the motor winding. The other terminal 53 is connected through a conductor 54 to a contact 55 and through a second conductor 56, resistance 57 and conductor 58, with a second contact 59. The operating rod 45 is suitably grounded on the frame of the vehicle as at 60 and is provided with contacts 61 and 62 which are adapted to coperate respectively with the contacts 55 and 59 hereinabove described.

It will be observed that the four contacts 55, 59, 61 and 62 are so arranged that the initial movement forwardly of the operating rod 45 closes the contacts 59 and 62 thus closing the battery circuit through the motor 36 and through the resistance 57 so that the motor 36 operates slowly. A further movement of the operating rod 45 will close the contacts 55 and 61 and thus cut out the resistance 57 and cause the motor 36 to be operated at a higher voltage and more rapidly by the battery 49.

It will be seen also that the further movement of the operating rod 45 causes the intermeshing of the gears 40, 41 and 42 after the contacts 59 and 62,have been closed. Therefore the armature of the motor 36 begin's to revolve slowly just before the gears 40 and 41 come together thus insuring that these gears and the gears 41 and 42 will properly mesh. After the gears are fully in mesh the resistance 57 is cut out by means of the contact 5561 and the motor 36 receives the full voltage of the battery 49 and rotates the fly wheel 39 and consequently the crank shaft of the motor 12.

It will be understood that the pump 18 constantly supplies air pressure to the fuel tank 15 so long as the motor l2 is in operation. But if the motor 12 has not been running for some time, the pressure in the tank 15 may drop to a point where it will not supply the fuel'to the carbureter 14. The p resent invention contemplates operating the pump 18 independently of the motor 12 for the purpose of supplying pressure to the tank 15 before the-motor 12 is started. Thus the sleeve 30 and its eccentric 28 may be moved to the left as shown in Fig. 2 so that the clutching jaws 34 and 35 will become engaged and form a driving connection between the gear 33 andthe sleeve 30. The pump 18 will then be operated by means of the auxiliary motor 36 through the chain connection above described. As the auxiliary motor 36 operates upon the initial movement of the operating rod 45, that is, upon the engagement of the contacts 59 and 62, the motor 36 will therefore operate the pump 18 before the gears 41 form a connection between the motor 36 and the ily wheel 39.

The movement of the sleeve 30 is caused by the forward movement of the operating rod 45 through a bell crank 63 having three arms, 64, 65 and 66. The arm 64 is in the form of a yoke and is adapted to engage between flanges 67 on the sleeve 30 as shown in the drawings. The arms 65 and 66 are provided with rollers 68 and 69 respectively, ,which rollers are adapted to engage cams 70 and 71 formed on the operating rod 45.

It will be seen that as the rod 45 is moved forwardly, the roller 68 comes in contact with the cam 70 and the bell crank 63 is rocked so that the sleeve 30 is caused to move to the left as shown in Fig. 2. Meanwhile, the roller 69 has entered the cam groove 71 and upon the further movment of the rod 45 the roller 69 will climb out ot' the groove 71 and rock the bell crank 63 back to its normal position to disengage the clutches 34 and 35. Thus, with the form of cams shown the pump 18 will be operated by the auxiliary motor 36 only so long as the motor is operating slowly and before it has begunto start the motor 12. That is, as soon as the gears 40, 41 and 42 are engaged and the contacts 55 and 61 are brought together, the clutch 34, 35 is disengaged and the pump 18 ceases to operate except as the cam shaft 19 picks it up when the motor 12 is started.

It will be understood further that the form of the cams 70 and 71 may be varied so that the pump 18 may be operated continuously with the operation of the auxiliary motor 36, or that its operation may be discontinued at a different point in the travel of the operating rod 45, and the construction herein shown is merely illustrative of one form of the invention in this particular.

It will be seen further that the operating rod 45 may be given its initial movement, that is, until the contacts 59, 62 are brought together, and held at that point until the pump 18 has operated sufficiently to bring the pressure in the tank l5 up to normal. The operating rod may then be pushed forward to its limit and the gears 40, 41 and 42 engaged, and the resistance 57 cut out so that the auxiliary motor 36 will start the hydrocarbon motor 12.

kOther forms of the invention than that shown may be used without departing from the spirit or scope kof the invention and the specification and claims are intended to cover such modifications. I

Having thus described my invention, what I claim and desire to secure by Letters Patent is :w

1. The combination with a hydrocarbon motor, a starting motor therefor, and a mechanical driving connection from the starting motor to the hydrocarbon motor for starting the latter, of a pump, means forconnecting the starting motor to the pump, and independent means for connecting the pump to be driven by the hydrocarbon motor.

2. The combination with a hydrocarbon motor, a starting motor therefor, a pump, and connections between these elements, of means for operating said connections to first connect and then disconnect the starting motor and pump, and next mechanicall 'connect the starting motor for starting t e hydrocarbon motor.

3. The combination with a hydrocarbon motor, a startin motor therefor, a pump, and connections etween these elements, of means for operating said connections to first connect and then disconnect the starting motor and pump, and next connect the starting motor and the hydrocarbon motor independently of the pump.

4. The combination with a hydrocarbon motor, an electric starting motor therefor, gearing between the hydrocarbon motor and the starting motor, a battery and circuits for operating said starting motor, and a pump, of a device for closing one of Said circuits to operate the starting motor slowly, for connecting said pump to said starting motor, for meshing said gearin to form a driving connection between said starting motor and said hydrocarbon motor, and for closing another of said circuits to operate said starting motor at a higher voltage.

5. The combination with 4a hydrocarbon motor, an electric starting motor therefor,

gearing between the hydrocarbon motor and the starting motor, a battery and circuits for operating said starting motor, and a pump, of a device operating successively to close one of said circuits to operate the starting motor slowly, to connect and disconnect said pump and said starting motor, to mesh said gearing to form a driving connection between said starting motor and said hydrocarbon motor, and to close another of said circuits to operate said starting motor at a higher voltage.

6. The combination with a hydrocarbon motor, having a valve shaft, of a fuel tank, an air pump adapted to be driven by said valve shaft, pipe connections from said pump to said tank, a starting motor, connections for driving said pump by said starting motor, and independent connections for driving said hydrocarbon motor by said starting motor.

7. The combination with a hydrocarbon motor, a fuel tank therefor, a pump adapted to supply pressure to said tank, and a starting motor, of driving connections from said starting motor to both the hydrocarbon motor and the pump, and independent driving connections from the hydrocarbon motor to the pump.

8. The combination with a hydrocarbon y motor, a fuel tank therefor, a pump adapted to supply pressure to said tank, and a starting motor, of means for driving the pump and the hydrocarbon motor in succession and separately from the starting motor.

9. The combination with a hydrocarbon motor, a fuel tank therefor, a pump adapted to supply pressure to said tank, and a starting motor, of means for driving the pump and the hydrocarbon motor in succession and separately from the starting motor, and means for independently driving the pump from the hydrocarbon motor when the starting motor is disconnected therefrom.

10. In combination with an internal combustion engine, a fuel supply tank from which fuel is adapted to be forced to the engine by air pressure, an air pump for creating pressure in the tank, and a starter for starting the engine and for actuating the pump.

11. In combination with an internal combustion engine, a fuel supply tank from which fuel is caused to pass to the engine by air pressure, a starting motor adapted to be connected to the engine for starting purposes, an air pump connected to the tank and connected to said starting motor so as to be driven thereby.

In testimony whereof I affix my signature in the presence of two witnesses.

JESSE G. VINCENT.

Witnesses:

E. B. KNAP, LE R01 J. WILLIAMS. 

